Internal-combustion engine



March 18, 1939. c. L. FRY

INTERNAL COMBUSTION ENGINE Filed Aug. 1928 2 Sheets-Sheet l ATTORNEYS.

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Patented Mar. l8, 1930 UNITED I STATES PATENT omca GLARK L. FRY, OF WISCONSIN RAPIDS, WISGONSIN, ASSIGNOR OF ONE-HALF TO HUGE "W. GOGGINS, OF WISOONSIN RAIIDS, WISCONSIN INTERNAL-COMBUSTION ENGINE Application filed August 2, 1928. Serial No. 296,910.'

cal jacketed head 11, which maybe bolted to My invention relates to an improvement in internal combustion engines.

The objects of my invention are to rovide a rotary valve for an internal com ustion engine which is composed of the fewest possible number of movable parts, and which will be so mounted for operation as to be extremely eflicient; another object of my invention is to provide a rotary valve which is so constructed in reference to the cylinder or cylinders with which it is adapted to operate, that a single conduit in the rotary valve will provide for each individual cylinder a passage for both intake and exhaust gases; t9 so construct a rotary valve for an internal com.-

bustion engine as to provide a single passageway to serve as a conduit for intake and exhaust gases and provide adequate scavenging means not only to prevent overheating of the valve mechanism, but to conserve fuel gases. Another object of my invention is to pro v vide a nipple to be received in a port facing a rotary valve, whereby a tight seal may be maintained to prevent loss of compression.

In the drawmgs;

Figure 1 is a side view of a top portion of an internal combustion engine provided with my im roved rotary'valve, portions of the head 0 said engine being broken away to exhibit the construction of my valve.

Figure 2 is a section on line 22 of Flgure 1-.

Figure 3 is a section on line 3-;3 of Figure 1. v 3

Figure 4 is a detail of myimproved nipple foruse in an internal combustion engine.

Like parts are identified by the same reference characters throughout the several views. 4

In the drawings I have shown my improved rotary valve incorporated in a four-cylinder internal combustion engine, although 1t Wlll be obvious upon examination of this specification that my rotary valve may be incorporated in any internal combustion engine regardless of thenumber of cylinders which my valve may be required to control.

Broadly speaking, the rotor of my 1mproved rotary valve comprises a hollow cylinder 10 mounted for rotation in a cylindri-- studs 13 being made to accomplish this result. Either end of the cylindrical cylinder head 11 is faced at 14 and 15 to-receive a bearing block 16 and 17 respectively, said bearing blocks being so formed as to completely close the cylindrical cylinder head. Each of these bearing blocks is provided with a recess upon its internal face as shown at 18, and ball bearlngs 19-within cases 20 provide a mountingfor the rotor 10 of my rotary valve, said rotor being mounted upon a stub shaft within the bearing in the bearing block 17, and drive shaft 22 being mounted in the bearing within the bearing block 16 at the other end of the cylinder head. A packing gland 23 is provided about shaft 22 as indicated in Figure 1 to prevent the escape of lubricant and gases around the shaft and a gear 24: is prov ded upon the shaft 22 to receive motion from other shafting and gearing of the engine, so as to impart rotary motion to the rotor 10 within the cylinder head.

Speaking now with relation to the various ports pertinent to a single cylinder, as shown inFigures 2 and 3, the cylindrical jacketed cylinder head 11 is provided with two pairs of ports, the ports of each pair being diametrically opposite each other; one air of ports 25 and 25" being-provided or the conduct of fresh fuel gases to the cylinder, and the other pair 26' and 26" being provided for the escape of burned or exhaust gases from the cylinder. The purpose of the rotor is to provide a conduit 27, which Will successively register with the pairs of ports Y up and'down in a cylinder 31 in the cylinder block 12 and the rotor 10, and it will be understood that the rotor 10 is so timed as to turn at one-fourth the speed of the crank shaft driven by the piston 30.

As the rotor 10 turns to the point where the conduit 27 registers with the exhaust ports 26' and 26", the piston 30 will exhaust the exhaust gases into the exhaust manifold, and by the time the rotor has passed to the point indicated in Figure 3 these gases will have been expelled and the piston will be at head dead center, ready to descend and draw in fresh fuel gases from the manifold 28, when the rotor has progressed so as to cause the conduit- 27 to register with the ports 25' and 25". Thereafter throughout the compression and firing stroke no port or conduit will be open for the escape of gases, for the rotor moving at one-fourth of the speed of the crank shaft will be causing the conduit 27 to register only with the blank spaces in the cylindrical interior wall of the cylinder head.

Attention is now directed to the relief port 32 provided adjacent the intake manifold 28 and extending through the jacketed wall of the cylinder head. Likewise attention is called to a groove or port 33 adjacent the port 26 in the lower part of the inner cylindrical wall of the cylinder head. The port 32 opens directly into the open air, the port 33 is conneoted to the crank case through a pipe 34, as shown in Figure 1. As shown most clearly, in Figure 2, it will be seen that I have so arranged my intake ports 25' and 25 that when the conduit 27 in the rotor 10 has rotated to the point where the conduit no longer registers with the port 25, there is still an opening into relief port 32 adjacent to the port 25", and sinc the inertia of gases passing from the inta 'e manifold through the conduit 27 still maintains a current of gases in the conduit 27, there will be a complete scavenge of gases from the conduit 27 because of the registry of the conduit 27 with the relief port 32, with the result that by the time the conduit 27 has passed beyond registry with the port 25", the conduit 27 will no longer contain fuel gases, but will contain pure air during the rotation of the rotor to the point where the conduit 27 takes up its duty of passing exhaust gases from the cylinder through the ports 26' and 26".

Likewise when the rotor has turned the conduit 27 to the point of closure beyond the exhaust port 26", the conduit 27 will have uncovered a port or groove 33 and, by reason of inertia of exhaust gases still passing through the small opening between the conduit 27 and the port 26, crank case atmosphere will be injected into the conduit 27 from the conduit or port 33 with the result that the conduit 27 will again be scavenged, so that when the intake ports 25 and 25 are again uncovered by the conduit 27 no hot mamas exhaust gases will remain to cause back fires or loss of eficiency by reason of a drawing of dead gas back into the cylinder;

I have found that by forming my rotor .005 of an inch smaller than the diameter of the interior cylindrical cylinder head 11, and by mounting the entire rotor upon ball bearings 19, a substantially eifective seal can be maintained around the rotor by supplying oil through a pipe 35 and through various oil holes 36 along the lower margin of this cylindrical cylinder head. However, in my improved rotary valve construction I have provided in conjunction with each of the ports 25 and 26" a nipple 37 so shaped as to provide a marginal collar 38 around the mouth of each of said'port-s, said collar 38 being provided with a projecting annular ring 39 extending down into the port to provide a substantial setting for the nipple Within the opening of the port.

The port itself is recessed at 40 to receive a shou der 38, which prevents the nipple from being forced too far into the port. I have found that when the oil from the oil pipe 35 is received into the various recesses and angles surrounding the nipple and its appended collar 39, the compression obtainable in the cylinder of an internal combustion engine providedwith my improved cylinder head and rotary valve is greatly augmented.

I claim:

1." An internal combustion engine including a cylinder and a cylinder head provided with a cylindrical bore and a pair of ports for the passage of fuel gases, a rotor in the cylindrical bore provided with a diametrical conduit whereby, when the conduit registers with the ports, fuel gases may pass therethrough to the cylinders, said ports being so positioned in the cylinder head that in the rotation of the rotor the conduit passes out of registr with one of said ports before passing out o registry with the other.

2. An internal combustion engine including a cylinder and a cylinder head provided with a cylindrical bore and a pair of ports for the passage of fuel gases, a rotor in the cylindrical bore provided with a diametrical conduit whereby, when the conduit registers with the ports, fuel gases may pass there-' through to the cylinders, said ports being so positioned in the cylinder head that in the rotation of the rotor the conduit passes out of registry with one of said ports before passing out of registry with the other, and a port through the cylinder head adjacent one of said ports for the passage of air into the conduit while the conduit is still in registry with said last mentioned port.

3. An internal combustion engine includ- I into the conduit whi registry consecutively with pairs of ports, said pairs of ports being so positioned as to cause the conduit to pass out of registry with one port of said pair before passing out of registry with the other, each port which is first to be closed in each pair having a bleed hole adjacent its periphery, whereby to pass scavenging gases into the conduit.

4. An'internal combustion engine including a cylinder and a cylinder head provided with a cylindrical bore, ported at spaced points, a rotor provided with a conduit for registry consecutively with pairs of ports,

ing gases through inertia thereof in said conduit.

5. An internal combustion engine including a cylinder and a cylinder head provided with a cylindrical bore, ported at spaced points, a rotor provided with a conduit for registry consecutively with pairs of ports, one pair for passage of fuel gases and the other for exhaust gases, said pairs of ports being so positioned as to cause the conduit to pass out of registry with one port of said pair before passing the other, each port whlch is first to be closed in each pair having a bleed hole adjacent its periphery, whereby to pass scavenging gases into the conduit, the bleed hole ad acent the exhaust port being connected to the crank case of said engine, and the bleed hole adjacent the fuel port being open to the air surrounding the motor;

CLARK L. FRY.

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